Exhaust nozzle



Aug. 27, 1929. w. F. KIESEL, JR

EXHAUST NOZZLE Filed April 18, 1927 3 Sheets-Sheet 1 Aug. 27, 1929. VW.F. KIESEL, JR

EXHAUST NOZZLE Filed April 18, 1927 3 Sheets-Sheet 2 Aug. 27, 1929. w.F. KIESEL, JR

L'ZZZGJSZ EXHAUS T NOZZLE Filed April 18, 1927 3 Sheets-Sheet 5 PatentedAug. 27, 1929.

PATENT OFFICE.

WILLIAM F. KIESEL, JR., OF ALTOONA, PENNSYLVANIA.

EXHAUST NOZZLE.

Application filed April 18, 1927. Serial No. 184,757.

This invention relates to exhaust nozzles for improving the draft forburning fuel under boilers, and more particularly to that 7 typeof'exhaust nozzle arranged in the smoke box of a locomotive.

It is a general object of the present invention to provide a novel andimproved type of exhaust nozzle.

More particularly it is an object of the in vention to provide anexhaust nozzle having a plurality of branches radiating from a smallcentral passage and all connected thereto to make one opening.

Another object of the invention consists in providing an. exhaust nozzleof the type described, with a constantly decreasing crosssectional areafrom the receiving end to the I discharging end.

-One of the features of the invention com-' prises arranging the openingof the nozzle in such a-mann'er that all surfaces of the steam jetemitted therefrom are so located asto permit of direct contact with theflue gases.

, Another feature of the invention comprises 2 the arrangement of theexhaust nozzle with a plurality of elongated passages radiating from acentral opening, each passage being quite narrow contiguous to theopening, and

, increasing in width in direct proportion to the distance from theopening, whereby a jet is produced of such character as to give amaximum entrainment of the gases with the exhaust steam so that asubstantially constant velocity and pressure may exist throughout thefull cross-section of the stack.

A further object of the invention comprises an exhaust nozzle andexhaust pot formed as an integral unit.

Other and further objects and features of the invention will be moreapparent to those skilled in the art after a consideration of theaccompanying drawings and following specification, wherein are disclosedseveral exemplary embodiments of the invention with the understanding,however, that various modifications may be made therein withoutdeparting from the spirit of the invention as expressed in the appendedclaims.

In said drawings: 1 Fig. 1 is a side elevation of thesmoke box of alocomotive, showing in dotted lines the relative position of the exhaustpot, exhaust nozzle, stack and stack etticoat;

Fig. 2 is a plan view of one form of exhaust nozzle;

Fig. 3 is a vertical section taken on broken line 33 of Fig. 2;

Fig. 4 is a transverse vertical section through one of the radial slots,taken on line 44 of Fig. 2;

Fig. 5 is a section similar to Fig. 4 but taken on line 55 of Fig. 2;

Fig. 6 is a plan view of a modified form of exhaust nozzle;

Fig. 7 is a vertical central section on line 7-7 of Fig. 6;

Fig. 8 is a vertical section on broken line 8-8 of Fig. 7

Fig. 9 is a plan view of a further modified form of exhaust nozzle;

Fig. 10 is a side elevation and half vertical section on line 1010 ofFig. 9;

Fig. 11 is a plan view of a combined exhaust nozzle and exhaust pipe;

Fig. 12 is a side elevationthereof, and partial section on line 1212 ofFig. 11;

Fig. 13 is a section on line 13-13 of Fig. 11; and

Fig. 14 is a transverse section on line 1414 of Fig. 12.

With the increasing size .of locomotives, the difficulties of providingadequate draft facilities for increased fuel consumption are a seriousproblem. The stack should be larger in diameter to give egress to thegreater gas volumes at a reasonable velocity, and the length should beas great as possible to avoid loss of draft from the pulsating exhauststeam jet. The present invention contemplates the provision of anexhaust nozzle of such shape that the exhaust steam and entrained gasescompletely fill the stack below the top thereof witha current of gas andsteam havin substantially equal velocity throughout t e full crosssection. Cylinder back pressure is kept at a minimum.

Referring to the drawing there is shown in Fig. 1 at- 10, the so-calledsmoke box at the forward end of a locomotive boiler. It is surmounted bya stack 11, which continues within the smoke box in the form of apettieoat 12. Mounted directly below this petticoat and concentrictherewith is the so-called exhaust pot or exhaust pipe 13, secured tothe cylinder saddle 14 and communicating, through -passag n thi S ddle,with the exhaust ports of more or less conventional. An exhaust nozzle15 is adapted to be secured to the upper end of the exhaust pipe inorder to properly direct the exhaust steam into the petticoat, and toentrain the flue gases therewith, so as to provide suitable draft forthe fire.

In Figs. 2 to 5 is shown one form of exhaust nozzle adapted forattachment to the upper end of an exhaust pipe or pot. It comprises asuitable casting, having the base ring 16 provided with suitableapertures 17 to receive securing means for fastening the nozzle inposition.

The nozzle is so arranged that the steam outlet at the top is in asubstantially horizontal plane. The exit aperture lying in this plane iscomposed of the small central port 18 and six radiating ports 19. Eachof these radiating ports, adjacent to the central port, is quite narrow,being less in width than the diameter of the central port. They extendoutwardly to a distance greater than the internal radius of the exhaustpipe, and increase in width substantially directly in proportion to thedistance from the central port. This increase in width is to provideadditional steam to care for the larger volume of gases between theports as the distance from the center increases. The outer ends of theseradial ports are substantially tangential to the circumference of thebase ring 16, although this is not necessary. As shown at 20 in Fig. 3,the end wall of each radial passage leading to a radial port, flaresoutwardly to 21 and then bends inwardly, so that at the exit the steamis directed radially inwardly at a slight angle. As shown in Fig. 5, theside walls 22 leading to the exit converge both vertically andhorizontally. As shown in Fig. 4 near the outer end of one of the radialpassages, they are substantially parallel to each other, as at 23. Theedge 24 defining the junc tion between adjacent walls of two radialpassages is inclined at substantially an angle of 45. The outer surface25 of this wall has the same angle.

The convergence of the walls 22 provides between each pair of passagesand their defining walls a wedge-hke channel 26 leading in from the edgeto substantially the center of the nozzle. These wedge-like groovescarry the flue gases, so that they arrange themselves between walls ofsteam emerging from the ports 18 and 19 and are entrained therewith insuch a manner that the velocity .of the gases approximates that of thesteam. The spread of the steam jets at the circumference of the nozzledue to expansion will produce practically a solid area of a mixture ofgases and steam, all having the same veloc ity, at a section of thestack materially below its top.

The total area of the ports 18 and 19 is less than the area of theexhaust pipe. From the bottomof the exhaust nozzle to the top, thecross-sectional area of the steam passages continually decreases so thatthe velocity of the steam continually increases and is a maximum when itreaches the outlet ports. It will be noted that all surfaces of thesteam jet face outwardly, so that they have relatively equal entrainingeifect on the gases.

In Figs. 6 to 8 is shown another form of exhaust nozzle. The formdisclosed in the first modification is provided with six radialpassages, whereas the present form is provided with five. In every othersense it is substantially identical with the form already described. Forcertain types of locomotives, the greater angle included betweenadjacent radial steam passages is of some advantage to insure properentrainment of the gases. As shown in Fig. 6 the exhaust pipe has theinternal diameter indicated by the reference character 27, and theradial passages extend a material distance beyond this diameter, as isbest shown in Fig. 7. The base ring is absent in this form, and aplurality of projecting bosses 28 are provided, one between each tworadial steam passages. They are adapted to be bolted to similarprojections on the exhaust pipe. By this construction, the passage ofthe gases into the channels 29 between the steam jets is less interferedwith, and a better velocity of gas can be obtained.

Figs. 9 and 10 show a further modified form of construction wherein butfour radial passages 30 are disclosed, these passages having their exitsso designed that the edges 31 thereof are parallel to each other. Inplan, the total steam exit area is cruciform. The steam passages leadingto the exits have substantially the same converging arrangement as inthe prior forms, so that the steam velocity increases from the entranceto the exit of the nozzle.

In certain types of locomotives it may be found desirable to form theexhaust pipe or exhaust pot, and the exhaust nozzle, as an integralstructure, and the two may be cast in one piece as shown in Figs. 11 to14 inclusive. I In this construction, there is disclosed a base flange32 of any suitable configuration to conform to the exhaust passage inthe cylinder saddle. Extending upwardly from the base flange is the pipe33 here shown as substantially rectangular in cross-section withslightly convex walls. This pipe gradually merges into the exhaustnozzle which in outlet plan is identical with that of any of thepreviously described modifications. In Fig. 11 it is shown ,as havingthe same outlet configuration as Fig. 2. Owing, however, to the greatdistances and more space available, the passages leading to the outletsconverge more gradually and the walls forming the ends of the radialpassages diverge more gradually. This results in less change in steamvelocity per unit of distance and thus reduces the back pressure. It maybe desirable to provide a reinforcing band or ring 24 around the'nozzleadjacent to the upper surface thereof. The efiect of this is not only tostrengthen the structure, but to produce a turbulence of the flue gases,before they are entrained by the steam, resulting in a better mixtureand insuring a greater velocity of these gases.

It has been found by experiment that any number of radial steam exitsfrom three to eight may be used effectively. A greater number than eightis not desirable for the angle between them becomes so small thatsuitable gas entrainment is not efl'ected. Certain types of locomotives,dependent upon their service, may be found to operate better with onenumber of passages than with another, and therefore it is important thatvarious numbers can be provided in order to give suflicient flr xibilityto the design to permit making the relative steam and gas areas, thespread and the outside diameter of the nozzle, theoretically correct tosuit any predetermined or deslred stack diameter and length. The presentinvention permits the combined exhaust steam and entrained ases tocompletely fill the stack at any desire position relative to the heightof the stack, and allows the two to maintain a substantially equalvelocity throughout the cross-section area of the stack, and at the sametime reduces cylinder back pressure to a minimum.

Having thus described the invention what is claimed as new and desiredto be secured by Letters Patent is:

1. A nozzle having a plurality of walls defining an outlet configurationcomprising a plurality of areas radiating from a communieating centralarea, said radiating areas being wider at their outer ends than wherethey join said central area, and each longer than the diameter of thecentral area.

2. An exhaust nozzle for locomotives comprising a body having a steampassage therethrough decreasing in cross-sectional area from entrance toexit, said passage being divided into sections by pairs of opposed wallsradiating from a central portion of the pas sage, the walls of each pairconverging from bot-tom to top and diverging radially to thus definewedge-like spaces between the pairs of walls for the passage of gas instreams whose faces are parallel to the faces of the issuing steam jets,said central ortion of the passage being in full communication with thesaid sections and having less area than any one of them.

3. In a locomotive, a smoke box, a stack entering said smoke box and anexhaust nozzle below and concentric with said stack, said nozzlecomprisin a body having a steam passage therethroug decreasing in crosssectional area from entrance to exit, the outlet of said passagedefining a single steam jet having a plurality of radiating arms and acentral ortion, all surfaces of said jet facing toward the combustiongases in said smoke box, the spread of the jet being such as to producea practically solid area of mixed gases and steam all of the samevelocity in the stack below its top, the central portion of any of saidsteam passage being less in diameter than the length of said arms.

4. A unitary exhaust pipe and exhaust nozzle for locomotives, includingin combination, a base flange adapted to be secured to the cylindersaddle, a pipe integral with said flange, said pipe having its outlinegradually merging from bottom to top into the configuration of anexhaust nozzle, said nozzle having an outlet opening comprising aplurality of areas radiating from a central area and diverging in widthsubstantially directly in proportion to the distance from the centralarea, said radiating areas being defined by vertically converging sidewalls and end walls diverging for the greater part of their length.

5. A unitary exhaust pipe and exhaust nozzle for locomotives includingin combination, a base flange adapted to be secured to the cylindersaddle, a pipe integral with said flange, said pipe having its outlinegradually merging from bottom to top into the configuration of anexhaust nozzle, said nozzle having an outlet opening comprising aplurality of areas radiating from a central area and diverging in Widthsubstantially directly in proportion to the distance from the centralarea, said radiating areas being defined by vertically converging sidewalls and end walls diverging for the greater part of their length, thecross-sectional area of said nozzle portion decreasing toward theoutlet.

6. A unitary exhaust pipe and exhaust nozzle for locomotives includingin combination, a; base flange adapted to be secured to the cyl indersaddle, a pipe integral with said flange, said pipe having its outlinegradually merging from bottom to top into the configuration of anexhaust nozzle, said nozzle having an outlet opening comprising aplurality of areas radiating from a central area and diverging in widthsubstantially directly in proportion to the distance from the centralarea, said radiating areas being defined by vertically converging sidewalls and end walls diverging for the greater part of their length, saidside walls also defining exterior wedge-like chan nels for combustiongases.

7. An exhaust nozzle for locomotives, comprising a body having a steampassage therethrough decreasing in cross-sectional area from entrance toexit, said passage being defined by pairs of opposed walls radiatingfrom a central portion of the passage, the walls of each pair convergingfrom bottom to top and diverging radially substantially directlyproportional to the distance from the center, the angle between adjacentwalls of contiguous pairs being such that they meet in edges whichextend to the to surface of the nozzle, all of said edges de 'ng acentral passage which at the surface of the nozzle is less in diamterthan the length of passage con- 5 fined between a pair of said walls.

8. A locomotive exhaust nozzle having a plurality of walls definingcommunicatmg steam passages and an outlet area, said outlet areaincluding a central port and a plurality l of elongated ports radiatingtherefrom and in communication therewith, the central port having'amaximum diameter less than one half of the total diameter of the outletarea.

mamas 9. A locomotive exhaust nozzle comprising a body formed of aplurality of walls defining 1 a steam conduit composed of a plurality ofelongated passages radiating from and in full communication with acentral passage, all of said passages converging to an outlet port, saidcentral passage near said port having an 20 area less than any one ofsaid elongated passages.

In testimony whereof I hereunto affix my signature.

WILLIAM F. KIESEL, JR.

